Trailer



April 25, 1950 Do MGMURTRIE 2 59 421 TRAILER Filed June 9, 1947 2 Sheets-Sheet 1 FIG 4 INVENTOR.

DALL Ash/I MCMUETEJE 31 5mm 2 MM Aprifi 25, 11%0 D. w. MCMURTRIE TRAILER Filed June 9, 1947 2 Sheets-Sheet 2 INVENTOR. DALLAS MMcNUQTBJE BYWM a amwm ATTORNEYS Patented Apr. 25 1350 UNITED "STATES PATENT OFFICE TRAILER Dallas w. McMurtrie, Veedersburg, Ind.

Application June 9, 1947, Serial No. 753,442

1 Claim.

This invention relates to an improved trailer to be hauled by a tractor, car and the like.

It relates particularly to the combination of a trailer-bed and wagon used for hauling farm machinery and implements.

It is also designed to be used as a dump type grain-bed used for hauling grain and the like.

It is an object of this invention to provide an improved four-wheel trailer which has the stability of the conventional four-wheel trailer and still has the maneuverability of a two-wheel trailer.

It is also an object of this invention to provide an improved type of dump wagon for use with an improved trailer truck.

Other objects and the advantages of my invention will become more apparent by describing them in connection with the attached drawings in which Figure l is a top view of the trailer running gear. Figure 2 is a side and partially cross-sectional view of the running gear taken along the line 2-2 of Figure 1. Figure 3 is a side view of the trailer and wagon bed in which the wagon bed is in the position of a flat top. Figure 4 is similar to Figure 3 showing the pivoting action of the wagon bed. Figure 5 is a top view of Figure 3. Figure 6 is a modification showing another means for pivoting and tilting the wagon bed.

Referring to the drawings the trailer running gear is generally referred to by the numeral Ill. The frame comprises a pair of hollow tubes or pipes II and I2, I beams l3 and 14 to which are fastened by welding the U-shaped strap irons IS. The U-shaped strap irons pass around the tubular members I l and I2 and thereby hold the frame together. Reinforcing angle irons suitably welded to the I-beams l3 and M are provided and are indicated by the numeral I6. Stop rings I! having set screws l8 are provided to prevent the frame from moving on the tubular or axle members II and I2. Suitable wheels having rubber tires are provided and are numbered I9, 20, 2| and 22. The wheels I9, 29, 2| and 22 are journalled in spindles 23 which are attached to the axle or tubular members I I and I2. Standards 24 made of channel iron are welded to the tubular members H and I2 and provide a means for retaining the wagon bed 25 in position.

A tongue 26 is provided and may be made of any suitable material such as wood or iron as long as it is strong enough to absorb stresses and strains that may be placed upon it. In the drawings it is made of metal and is welded to the tubular member I l at point 21. A ball and socket 2 type hitch 28 is provided and is of the usual conventional design. The hitch 28 is attached to the tongue by means of the bolts 29.

The wagon bed is supported by a pair of superimposed wagon bed sills 3i! and 3!. As shown in the drawings, a similar pair are provided on the other side of the wagon and which is particularly shown in Figure 5. Hinge brackets 32 fastened by bolts 33 (see Fig. 3) and hinged by pin or bolt 34 are provided for connecting the two sills 3t and 3|. Sectional cross beams 35 are provided and which over-lap to provide the support for the flooring of the wagon. The cross beams 35 are fastened to the top bed sill by means of suitable angle iron brackets 36. The bolts 31 passing through the sections of the beams provide a pivoting means for the wagon sides 38; the wagon sides 38 being in the flat or down position in Figures 3 and 4. The over-lapping sectional cross beams 35 prevent the wagon sides 38 from dropping any farther than the desired position. The wagon sides 38 are raised to the position shown in Figure 6 when it is desired to change the wagon from a flat top to a conventional wagon box. An angle iron tongue support 39 is provided for bolting the wagon bed assembly to the tongue by passing the bolt 40 through the opening 4| in the tongue. A plurality of holes 42 are provided for adjusting the height of the tongue to fit any type of machine which is hauling the trailer in order that the hitch 28 will be in the proper position. The pair of U-shaped brackets 43 are provided for holding the lower sill 31 to the frame. The brackets 43 pass around the axle or tubular member [2 and attach to the lower sill 31 by means of the bolts 44. The U-sha'ped brackets 43 therefore provide a means for tilting the wagon bed on the frame upon removal of the bolt 40. A pair of standards 45 are attached to the lower sills 3| on each side of the wagon by means of the bolts 46. The standards 45 rest directly against the tubular member II when the wagon bed is in the down position. The standards 45 attached to the bottom bed sill directly in front of the axle transfers the pulling force exerted on the front axle by the tongue to the bed sills and therefore less strain is placed on the running gear surface.

Referring particularly to Figures 4 to 6, the sides of the wagon are pivoted towards the up position. Additional sides 41 are provided and attached to the wagon sides 38 in the usual manner. Figure 6 shows another manner of tilting the wagon bed. The front bracket 32 of Figures 3 and 4 is removed permitting the sill 30 to pivot about the pin 34. In Figure 6 the lower sill 3! is fastened to the axle II by brackets similar to the brackets 43 which fastens the lower sill 3! to the rear axle I2. In Figure 6 a bracket 48 is provided which is attached to the bed at the point 49 and to the axle by the iron bracket support 50. The apparatus of Figure 6 is especially suitable for dumping grain whereas the tilting mechanism shown in Figures 3 and 4 is particularly adaptable for the loading of machinery upon a flat top wagon. Both of them have a large number of uses around a farm.

It should be noted that in Figures 3 and 4 that the wagon bed is equally balanced upon the two axles H and I2. The axles H and 52 are spaced and 22 and I9 and 2! are as close together, as possible without causing any interferencef'The use of four wheels therefore prevents undue .tilting or rocking of the wagon bed during hauling. Soush. itil i ldoe eo cur in th u 2 two Wl'lfifilalleys. ,However gthe maneuverability=;is; substantially maintained since the wheels aremm gether and in;alignment and the Wheelsare 1.10 snall dt -i e le H emig- .h vwa on b isc o t u .e .1 h t t wi iQRLt QLCaI thewwheels; therefore making the feed floor-a ow-taslms i l The d i hewaeen bed w W (opened for agfiat top is about 3 X -12 ent t:; hQuld; 1 ot d Z ems/is. made-or,very 1 e -n 1i V. 1e in constructionand there are few wor;

arts to gette or e The r red way nggthe wagon bed'which is shown in I l 92 i. the train on the-running gear when -loading ,equip gent; since *the bacl; end ofthe Wagenb ed vvxr est s;, on:5the round.

peripheries of gtfiesw ens n the front and rear axles'in closely spaced relationship,

longitudinally extending sills resting directly on said axles, means securing each sill to one of said axles, a bed supported by said sills, a tongue ex- Just. far enough apart that the'pairs of wheels i tending fprwardly from said front axle, and adjustable ineans for securing an intermediate portio eof s aid,

4 ngue to the forward end of said he n any 0' a plurality of vertical positions to provideadjustment of the height of the forward end of said tongue while said bed remains horizzonta zwi hsbot me r o iwhe on he rou ian e ENQEawED The following references areiofireeord .inxxthe weas wee-wen 

